Variable damping force shock absorber with rotary actuator for rotary member

ABSTRACT

A rotary actuator is designed for rotatingly driving a rotary body, such as a rotary valve member, for adjusting damping force to be created by a variable damping force shock absorber. The rotary actuator takes a layout of a permanent magnet and an electromagnet arranged in vertically spaced relationship. Vertical layout of the permanent magnet and the electromagnet reduces plane area required for installation.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to a rotary-type actuator whichis designed for rotatingly driving a member to be driven and compact forconvenient installation. More particularly, the invention relates to arotary actuator applicable for a variable damping force shock absorberassembly which is variable of damping characteristics.

2. Description of the Background Art

In the recent years, there have been developed various constructions ofvariable damping force shock absorber assemblies which is variable ofdamping characteristics for facilitating variable suspensioncharacteristics in an automotive suspension system. Among such variousconstructions of variable damping force shock absorber assemblies, someof the shock absorber assemblies includes rotary valves to be rotatinglydriven for varying flow resistance against working fluid in the shockabsorbers and whereby adjusting damping characteristics. Such rotaryvalve-type variable damping force shock absorber assemblies have beendisclosed in the U.S. Pat. No. 4,600,215, issued on July 15, 1986, toKuroki et al, for example. In the shown construction, the rotary valvemember defines a plurality of orifices respectively having differentpath areas for varying flow rate of the working fluid to flow betweenupper and lower fluid chambers in the shock absorber. The rotary valvemember, as driven, varies angular position to establish fluidcommunication between the aforementioned upper and lower fluid chambersof the shock absorber through one of the orifices. With thisconstruction, flow restriction magnitude for the working fluid isvariable depending upon the angular position of the rotary valve memberfor varying the damping characteristics of the variable damping forceshock absorber assembly.

On the other hand, in order to drive the rotary valve member foradjusting the damping characteristics, an electromagnetically operableactuator may be provided in the shock absorber assembly. One of theexamples of such electromagnetically operable actuator has beendisclosed in the Japanese Utility Model First (unexamined) Publication(Jikkai) Showa 58-72546. The actuator disclosed in the above-identifiedJapanese Utility Model First Publication, comprises a stationary tablefixed onto the top of a piston rod, an actuation rod drivingly connectedto the rotary valve member, a rotor having permanent magnets and fixedto the actuation rod, and a stator which has a plurality ofelectromagnets. The electromagnets are arranged at positions radialoutside of the permanent magnet and designed to be selectively energizedfor driving the rotor.

Such layout of the magnets in the actuator is so bulky to requiresubstantial space for installation. This may raise incovenience toinstall the actuator on the top of the strut tower of the vehicularsuspension, since it tends to interfere installation of other vehicularequipments.

On the other hand, in order to precisely adapt the dampingcharacteristics of the shock absorber assembly to the vehicular drivingcondition or to obtain good response characteristics in adjustment ofthe damping characteristics, sufficient rotational torque of theactuator is required for quickly drive the actuation rod and the valvemember, instantly. In order to obtain bigger torque, the area of thepermanent magnet is to be expanded, the radial length of the permanentmagnet is to be lengthened and/or the magnetic field of theelectromagnet is strengthened. This means that greater torque to obtainmay require larger size of the actuator to increase inconvenience ininstallation on the vehicle.

SUMMARY OF THE INVENTION

Therefore, it is an object of the present invention to provide arotary-type actuator which can solve the aforementioned problems in theconventional art.

Another object of the invention is to provide a rotary-type actuator,particularly adapted for an automotive variable damping force shockabsorber assembly for driving a rotary valve for adjusting dampingcharacteristics.

A further object of the invention is to provide a rotary actuator whichis powerful and compact to be conveniently installed in a limited space.

In order to accomplish the aforementioned and other objects, a rotaryactuator, according to the present invention, takes a layout of apermanent magnet and an electromagnet arranged in vertically spacedrelationship. Vertical layout of the permanent magnet and theelectromagnet reduces plane area required for installation.

According to one aspect of the invention, a rotary actuator forrotatingly driving a rotatable member, comprises a rod member connectedto a rotatable member for rotation therewith, a rotor assembly includinga permanent magnet having a first pole at first side and a second poleat second side thereof, the permanent magnet being associated with therod member for rotatingly drive the latter according to angulardisplacement thereof, a stator assembly provided essentially inalignment with the rotor assembly along the axis of the rod member andopposed to the first side of the permanent magnet, the stator assemblyincluding a plurality of electromagnets which are arranged at axiallyspaced apart relationship with the permanent magnet with a predeterminedclearance in a direction of the axis of the rod member, each of theelectromagnets being adapted to be energized to have the second pole atthe side adjacent the permanent magnet and the first pole at the sideremote from the permanent magnet, and switch means for selectivelyenergizing the electromagnets for rotatingly driving the permanentmagnet with the rotatable member via the rod member.

By arranging the rotor assembly and the stator assembly of the rotaryactuator, plane area required for installation of such actuator can besignificantly reduced for convenience of installation.

In the preferred construction, the rotor assembly includes a pluralityof permanent magnets respectively having first poles at the first sidesand second poles at the second sides, and the electromagnets of thestator assembly forms groups, the electromagnets in each group beingoriented at angular positions to be placed in alignment with thecorresponding one of permanent magnets when one of the permanent magnetsin the same group is axially aligned with one of the permanent magnets.The groups of electromagnets are respectively arranged at predeterminedangular positions corresponding to the desired angular positions of therotatable member.

On the other hand, the rotor assembly may further comprise an auxiliarypermanent magnet having the second pole at its first side and the firstpole at its second side, the auxiliary permanent magnet being arrangedat the angular position circumferentially shifted from the permanentmagnet having first pole at the first side and second pole at the secondside for creating rotational torque for driving the rotatable member viathe rod member by repulsion between the second pole of the first sidethereof and the second pole of the energized electromagnet. In thiscase, the electromagnets are designed to be controlled electric currentflow direction by the switch means in such a manner that when one of theelectromagnets is energized to form the second pole at the side adjacentthe rotor assembly and first pole at the side remote from the rotorassembly, the other electromagnet located adjacent the one ofelectromagnets is energized to have first pole at the side adjacent therotor assembly and second pole at the side remote from the rotorassembly. Each of the electromagnets are connected to an electric powersource via the switch means at one terminal and are commonly connectedto the ground at the other terminal.

According to another aspect of the invention, a variable damping forceshock absorber for an automotive suspension system, comprises a shockabsorber cylinder defining a fluid chamber therein, which shock absorbercylinder is disposed between sprung mass and unsprung mass of theautomotive suspension system, a piston disposed within the fluid chamberof the shock absorber cylinder and dividing the fluid chamber into upperfirst and lower second pressure chambers, a piston rod connecting thepiston to one of the sprung and unsprung mass for causing thrustingmovement along the shock absorber cylinder, fluid communication pathmeans defining a fluid communication path for establishing fluidcommunication between the first and second pressure chambers, a rotaryvalve member disposed within the fluid communication path for adjustingpath area of the fluid communication path for whereby adjusting dampingcharacteristics of the shock absorber, an actuator drivingly associatedwith the rotary valve for rotatingly drive the rotary valve member forvarying damping characteristics, the actuator including a rotor assemblyhaving a permanent magnet establishing a magnetic field including aaxial component directed in first axial direction substantially parallelto the axis of the piston rod, and a stator assembly having a pluralityof electromagnets arranged in opposition to the rotor assembly andaxially spaced position, the electromagnets being circumferentiallyarranged at angular positions respectively corresponding to thepredetermined positions of the rotary value for predetermined dampingcharacteristics, the electromagnets generating magnetic field asenergized to have a component directed in the first direction fordrawing the permanent magnet for driving the rotary valve at one ofpredetermined angular position, and a mode selector means associatedwith the actuator, for selecting one of a plurality of dampingcharacteristics modes and for selectively energizing one of theelectromagnets corresponding to selected one of damping characteristicsmodes.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will be understood more fully from the detaileddescription given herebelow and from the accompanying drawings of thepreferred embodiment of the invention, which, however, should not betaken to limit the invention to the specific embodiment but are forexplanation and understanding only.

In the drawings:

FIG. 1 is a fragmentary sectional view of one example of a variabledamping force shock absorber assembly, to which the preferred embodimentof a rotary actuator according to the present invention is applied;

FIG. 2 is a transverse section of the rotary actuator in FIG. 1, astaken along line II--II of FIG. 1;

FIG. 3 is a section of the rotary actuator taken along line III--III ofFIG. 2;

FIG. 4 is a section take along line IV--IV of FIG. 3;

FIG. 5 is a circuit diagram of the first embodiment of a driver circuitfor the rotary actuator;

FIG. 6 is a fragmentary illustration of the fourth embodiment of arotary actuator;

FIG. 7 is a circuit diagram of the second embodiment of a driver circuitfor the rotary actuator;

FIG. 8 is an explanatory illustration showing magnetical relationshipbetween permanent magnets and electromagnets to be employed in thesecond embodiment of the rotary actuator;

FIG. 9 is a circuit diagram of the third embodiment of a driver circuitfor the rotary actuator;

FIG. 10 is an explanatory illustration showing magnetical relationshipbetween permanent magnets and electromagnets to be employed in the fifthembodiment of the rotary actuator;

FIG. 11 is an illustration of the internal circuit showing connection ofan electromagnet employed in the third embodiment of the driver circuitfor the rotary actuator of the present invention;

FIGS. 12 and 13 are modifications of the internal circuits of theelectromagnet to be employed in the actuator of the present invention;and

FIG. 14 is a circuit diagram of the fourth embodiment of a drivercircuit for the rotary actuator.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring now to the drawings, particularly to FIG. 1, a rotary actuatorwhich is generally represented by the reference numeral `100` isemployed in a variable damping force or damping characteristicsadjustable hydraulic shock absorber which is generally represented bythe reference numeral `10`. In the shown example, the variable dampingforce shock absorber 10 comprises a double-action type hydraulic shockabsorber which has coaxially arranged inner and outer cylinders 12 and14. The inner cylinders 12 is disposed in the outer cylinder 14 todefine therebetween an annular fluid chamber 16. The annular fluidchamber 16 defined between the inner and outer cylinders 12 and 14 is incommunication with an internal chamber of the inner cylinder 12 in a perse well known manner. The top end of the inner cylinder 12 is sealinglyclosed by a end plug 18 in a liquid-tight fashion. A thrusting piston 20is slidably disposed within the internal chamber of the inner cylinder12 to divide the chamber into upper and lower pressure chambers 22 and24. The upper and lower pressure chambers 22 and 24 and the fluidreservoir chamber 16 are filled with hydraulic working fluid.

The piston 20 is rigidly secured at the lower end of a piston rod 26which is in a hollow cylindrical form to define an axially extendingthrough opening generally being represented by the reference numeral`28`. The upper end of the piston is connected to the upper end wall 30of a strut housing defined in the vehicle body. An upper mount insulatorassembly 32 is interposed between the top end of the piston rod 26 andthe upper end wall 30 in order to absorb high frequency vibration energytransmitted from the piston rod to the vehicle body so thatuncomfortable high frequency road shock input through vehicular wheelcannot be transmitted to the vehicle body. The upper mount insulatorassembly 32 generally comprises an insulator rubber 34 and a collar 36.The upper mount insulator assembly 32 is rigidly secured to the upperend wall 30 of the strut housing by means of fastening nut 38 togetherwith the top end of the piston rod 26.

Though it is not shown in the accompanying drawings, the outer cylinder14 is connected to a suspension member, such as suspension link,suspension arm and so forth in a per se well known manner. Therefore,the shock absorber is disposed between the vehicle body and thesuspension member for absorbing shock to be transmitted between thevehicle body and the suspension member. Since the shown embodimentemploys the double-action type shock absorber, shock absorbing dampingforce may be created in the bounding and rebounding strokes of thepiston 26.

The piston 26 is formed with a plurality of axially extending fluid pathopenings 40 and 42, each having the upper end opening 44, 46 toward theupper pressure chamber 22 and the lower end opening 48, 50 toward thelower pressure chamber 24. As seen from FIG. 1, the piston 26 is formedwith a recess 52 adjoining the upper end 44 of the fluid path opening 40on the upper surface directed to the upper pressure chamber 22, and arecess 54 adjoining the lower end 50 of the fluid path opening 42 on thelower surface of the piston. Disc-shaped valve members 56 and 58 areattached on the upper and lower surfaces of the piston. The disc-shapedvalve member 56 is so designed as to openably close the upper end 46 ofthe fluid path opening 42 and the disc-shaped valve member 58 openablycloses the lower end 48 of the fluid path opening 40. On the other hand,because of presence of the recesses 52 and 54, the upper end 44 of thefluid path opening 40 and the lower end 50 of the fluid path opening 42are constantly held open.

Therefore, in the piston compression stroke (downward stroke), theworking fluid pressure in the lower pressure chamber 24 as compressed bydownward movement of the piston flows from the lower pressure chamber tothe upper pressure chamber 22 via the fluid path opening 42. During theflow of the working fluid through the fluid path opening 42, thedisc-shaped valve member 56 is pushed upwardly to open the upper end 46to allow the working fluid in the fluid path opening 42 to flow into theupper fluid chamber 22. At this time, since the working fluid pressurein the lower pressure chamber 24 is higher than that in the upperpressure chamber, the disc-shaped valve member 58 is held at theposition sealingly closing the lower end 48 of the fluid path opening 40to block fluid communication between the upper and lower pressurechambers 22 and 24 therethrough. On the other hand, piston expansionstroke (upward stroke), the working fluid pressure in the upper pressurechamber 22 as compressed by downward movement of the piston flows fromthe lower pressure chamber to the lower pressure chamber 24 via thefluid path opening 40. During the flow of the working fluid through thefluid path opening 40, the disc-shaped valve member 58 is pusheddownwardly to open the lower end 48 to allow the working fluid in thefluid path opening 50 to flow into the lower fluid chamber 24. At thistime, since the working fluid pressure in the upper pressure chamber 22is higher than that in the lower pressure chamber 24, the disc-shapedvalve member 56 is held at the position sealingly closing the lower end46 of the fluid path opening 42 to block fluid communication between theupper and lower pressure chambers 22 and 24 therethrough.

The through opening 28 of the piston rod 26 is divided into an uppersmaller diameter section 60 and a lower larger diameter section 62. Oneor more orifices 64 are formed through the peripheral wall of the hollowcylindrical piston rod 26. The orifices respectively extent radially intransverse to the axis of the piston rod 26 and have inner ends openingadjacent the upper end of the lower larger diameter section 62 of thethrough opening and outer ends opening toward the upper pressure chamber22. On the other hand, the lower end of the through opening 28 openstoward the lower pressure chamber 24. Therefore, the upper and lowerchambers 22 and 24 are also communicated through the orifices 64 and thelarger diameter section 62.

A rotary valve 66 is disposed in the larger diameter section 62. Therotary valve 66 has a peripheral wall opposing to the inner ends of theorifices 64. A plurality of communication openings 68 (only two areshown) are formed through the peripheral wall of the rotary valve member66. The plurality of orifices 68 respectively extend in transversedirection to the axis of the piston rod and have outer end opposing theorifices 64. The orifices 68 are separated into several groups and havedifferent diameter to that in other groups. The rotary valve member 66is rotatable to change its angular position to one group of orifices 68to the orifices 64 for establishing fluid communication between theupper and lower pressure chambers 22 and 24 therethrough. Therefore,depending upon the angular position of the rotary valve member 66, thegroup of the orifices 68 to be aligned with the orifice 64 is varied tovary the path area for fluid flow between the upper and lower pressurechambers 22 and 24. Since flow restriction of the combined orifices 64and 68 is variable depending upon the angular position of the rotaryvalve member 66. Therefore, damping force to be created by the shockabsorber is variable depending upon the angular position of the rotaryvalve member 66.

The rotary valve member 66 is formed integrally with an actuation rod70. The actuation rod 70 extends through the smaller diameter section 60of the through opening 28 and is connected to the rotary actuator 100 sothat it may be driven with the rotary valve member 66 for varying theangular position and whereby varying the damping characteristics.

In the shown embodiment, the rotary actuator 70 is mounted on the top ofthe piston rod 26 and supported by an actuator bracket 72. The actuatorbracket 72 is of generally deep dish-shaped configuration and mounted onthe collar 36 of the upper mount insulator assembly 32. The actuatorbracket 72 is secured onto the upper mount insulator assembly 32 by thefastening nut 38. A flange 74 laterally extends from the upper edge ofthe actuator mount 72. On the other hand, the rotary actuator 70 has ahousing 102 having a laterally extending flange 104. The flange 104 ofthe rotary actuator housing 102 mates with the flange 74 of the actuatormount 72 and rigidly secured by means of fastening bolts 76.

In practice, the rotary actuator 70 is operable by a damper controlsignal which is indicative of the desired damping characteristics of theshock absorber. The damper control signal is produced by manualselection of a manual switch (not shown). On the other hand, the controlsignal may be produced based on the vehicle driving condition asdetected various sensors, in an automatic suspension control. Oneexample of the automatic suspension control system has been disclosed inthe aforementioned U.S. Pat. No. 4,600,215. On the other hand, thestructure of the shock absorber with a rotary valve member which isoperable by manual operation of the manually operable switch, has beendisclosed in the U.S. Pat. No. 4,526,401, issued on July 2, 1985. Thedisclosure of the above-identified United State Patents are hereinincorporated by reference for the sake of disclosure.

FIGS. 2 to 4 show the detailed construction of the preferred embodimentof the rotary actuator 100 according to the invention. The rotaryactuator 100 comprises aforementioned housing 102, an output shaft 106,a rotor 108 and a stator 110. As clearly shown in FIG. 3, the housing102 includes an upper cover member 112 and an essentially disc-shapedbase plate 114. The upper cover member 112 is of generally reversedbowl-shaped configuration having axially extending circumferential wallsection 116 and laterally extending upper wall section 118 adjoining atthe circumferential edge to the circumferential wall section. The loweredge of the circumferential section 116 of the upper cover member 112engages with the circumferential edge of the base plate 114 in order todefine an enclosed space 120 therebetween. The output shaft 106, therotor 108 and the stator 110 are housed within the enclosed space 120.The flanges 104 are integrally formed with the base plate 114.

The base plate 114 has a center section 122 extending downwardly fromthe general lower surface of the base plate 114 to form a boss sectionfor the output shaft 106. An axially extending through opening 124 isformed through the boss section 122. The through opening 124 has aninternal diameter substantially corresponding corresponds to the outerdiameter of the piston rod 26. Therefore, the top end of the piston rod26 is received within the aforementioned opening 124. An elastic sealring 126 is disposed between the inner periphery of the through opening124 of the boss section 122 and the outer periphery of the piston rod 26for establishing seal therebetween. Annular projection 128 inwardlyextends from the inner periphery of the through opening 124 so that thelower surface thereof mates with the top edge of the piston rod 26. Thetop end of the actuation rod 70 extends from the top end of the pistonrod 26 so that it engages with bifurcated lower end of the output shaft106. The top end of the actuation rod 70 and the lower end of the outputshaft 106 are keyed in an appropriate manner so that the actuator rodmay rotate according to rotation of the output shaft 106.

On the other hand, the base plate 114 is formed with a recess 130 on theupper surface thereof. The recess 130 is composed of a central annularsection 132 and a radially extending sections 134 which are arrangedwith a regular intervals to define radially extending essentiallyrectangular projections 136. The projections 136 extends from an annularprojection 138 extending along circumferential edge portion of the baseplate 114. The recess 130 adjoins to a stepped down bearing section 140formed at the center of the base plate 114. The bearing section 140 iscommunicated with the through opening 124 of the boss section 122 via acommunication path 142 defined by the annular projection 128. Thebearing section 140 receives a bearing bushing 144.

An impression which serves as a boss 146 for receiving the top end ofthe output shaft 106, is formed on the upper wall section 118 of thecover 112. The boss 146 is oriented in axially alignment with thebearing section 140. The boss 146 receives therein an annular bearingbushing 148. Between the bearing bushings 144 and 148, a cylindricalrotor support shaft 150 is arranged coaxially to the output shaft 106.The rotor support shaft 150 is keyed to the output shaft 106 by means ofa key 152 which extends through key opening 154 defined transverselythrough the output shaft 106 and has both end portions 156 engaging withkey slots 158. Therefore, the rotor support shaft 150 is cooperated withthe output shaft 106 for rotation therewith.

An annular disc-shaped stay plate 160 rigidly attached on the outerperiphery of the rotor support shaft 150. The stay plate 160 has anouter diameter substantially corresponding to or slightly smaller thanradial position of the inner peripheral edge of the projection 132 andthus is received within the annular section 132 of the recess 130 of thebase plate 114. Opposed to the stay plate 160, an annular disc-shapedretainer plate 162 radially extends from the outer periphery of therotor support shaft 150 in spaced apart relationship to the stay plate.A pair of generally fan-shaped permanent magnets 164 and 166 arereceived in the space defined between the stay plate 160 and theretained plate 162. The permanent magnets 164 and 166 are arranged inradially symmetrical positions.

It should be appreciated that, through the shown embodiment employs apair of magnet for constituting the rotor assembly together with therotor support shaft, it would be possible to employ three or morepermanent magnets, if desired. Therefore, the number of permanentmagnets constituting the rotor assemble is to be appreciated as notessential feature of the present invention.

As will be appreciated, the pair of permanent magnets 164 and 166 arerigidly engaged with the space between the stay plate 160 and theretainer plate 162 for rotation with the rotor support shaft 150 withmaintaining the symmetric positional relationship with the each. Asclearly seen from FIG. 3, the outer periphery of the permanent magnets164 and 166 are oriented outside of the outer peripheral edge of thestay plate 160 and the retainer plate 162. The lower surface of thepermanent magnetic 164 and 166 are positioned above the upper surface ofthe projections 134 of the base plate 114 with maintaining a smallclearance therebetween. There two permanent magnets 164 and 166 aremagnetized to have upwardly directed magnetic fields as shown by arrowsX in FIG. 3.

The permanent magnets 164 and 166 and the rotor support shaft 150assembled as set forth above, constitute the rotor assembly 108.

On the other hand, the stator assembly 110 comprises an annular mountbase 170 which is rigidly secured on the inner periphery of the baseplate. The mount base 170 is vertically positioned slightly above theupper surface of the retainer plate 162 with leaving a small clearancetherebetween. On the mount base 170, a plurality of electromagnets 174,176, 178, 180, 182 and 184 are arranged with a regular intervals. Thoughthe shown embodiment employs six electromagnets 174, 176, 178, 180, 182and 184 for forming the stator assembly 110, the number of theelectromagnet should be appreciated as non-essential matter to theinvention. Each of the electromagnets 174, 176, 178, 180, 182 and 184comprises a magnetic core 186, a coil bobbin 188 and an electromagneticcoil 190. As seen from FIG. 3, the magnetic cores 186 of respectiveelectromagnets 174, 176, 178, 180, 182 and 184 are received betweenrecesses 192 formed on the inner periphery of the upper wall section 118of the upper cover member 112 and through openings 194 formed throughthe mount base 170. On the other hand, the coil bobbins 188 ofrespective electromagnets 174, 176, 178, 180, 182 and 184 are rigidlysecured on the mount base 170 by means of rivets 196. Theseelectromagnets 174, 176, 178, 180, 182 and 184 are arranged to havecenter axes respectively coincides with the center axes of the magneticfield, as shown by arrow y.

Radially symmetrically arranged pairs of the electromagnetic 174 and180, 176 and 182, and 178 and 184 form groups. These groups of theelectromagnets 176 and 180, 176 and 182, and 178 and 184 are designed tobe energized and deenergized as pairs.

Therefore, in the shown embodiment, the three pair of electromagnets 174and 180, 176 and 182, and 178 and 184 are cooperated with the pair ofpermanent magnets 164 and 166 for driving the rotary valve member 66 atthree angular positions via the output rod 106 and the actuator rod 70by angular displacement of the rotor assembly 108. Therefore, in theshown embodiment, the damping characteristics of the shock absorber isvariable between SOFT mode in which the smallest damping force is to beproduced, HARD mode in which the greatest damping force is to beproduced and a MEDIUM mode in which the damping force to be produced isintermediate between those produced in the SOFT mode in which thedamping force to be produced is intermediate between those produced inthe SOFT mode and the HARD mode. In the shown arrangement, it is assumedthat the rotary valve member 66 is positioned at SOFT mode position whenthe electromagnets 174 and 180 are energized, at a MEDIUM mode positionwhen the electromagnets 176 and 182 are energized, and at a HARD modeposition when the electromagnets 178 and 180 are energized.

FIG. 5 shows a circuit diagram of the first embodiment of a drivercircuit for selectively energizing the electromagnets 174, 176, 178,180, 182 and 184 for controlling the position of the rotary valve 66. Inorder to selectively energizing the electromagnets 174, 176, 178, 180,182 and 184, a manually operable mode selector switch 198 is provided inthe driver circuit. In the shown embodiment, the mode selector switch198 is operable between a SOFT mode position, a MEDIUM mode position anda HARD mode position. The mode selector switch 198 is disposed between avehicular a power source and the actuator which composed of theelectromagnets 174, 176, 178, 180, 182 and 184. The power sourceincludes a vehicular battery 200, a main switch 202, such as an ignitionswitch, and a fuse 204.

The actuator 100 has three input terminals 206, 208 and 210. Theterminal 206 is connected to a SOFT mode terminal 212 to be connected tothe power source via a SOFT mode contactor 218. The terminal 208 isconnected to a MEDIUM mode terminal 214 which is, in turn, connected tothe power source via a MEDIUM mode contactor 220. The terminal 210 isconnected to a HARD mode terminal 216 of the mode selector switch, whichHARD mode terminal is connected to the power source via a HARD modeconductor 222. The actuator 100 also has a grounding terminal 224 whichis commonly connected to rounding terminals 226, 228 and 230 of theelectromagnets 180, 182 and 184. Input terminals 232, 234 and 236 arerespectively connected to output terminals 238, 240 and 242 of theelectromagnets 174, 176 and 178. On the other hand, the input terminals246, 248 and 250 are connected to the terminals 206, 208 and 210. Aswill be appreciated from this, the pairs of the electromagnets 174 and180, 176 and 182 and 178 and 184 are connected in series with respect tothe terminals 206, 208 and 210.

In the shown construction, when the mode selector switch 198 is operatedto select the SOFT mode position, the SOFT mode contactor 218 is shiftedto the conductive position to establish electric connection between thepower source and the SOFT mode terminal 212 to supply the electric powerto the electromagnets 174 and 180. Therefore, the electromagnets 174 and180 are energized to generate magnetic fields in the direction y fordrawing the permanent magnets 164 and 166. By this magnetical drawingforce, the rotor assembly 108 is rotated to the angular position toplace the permanent magnets in vertical alignment with theelectromagnets 174 and 180. This rotor position corresponds to the SOFTmode position of the rotary valve member 66. At the SOFT mode position,one group of the orifices 68 having the largest path area are alignedwith the orifices 64 of the piston rod 26. Therefore, flow resistancefor the working fluid passing through the orifices 64 and the largerdiameter section 62 of the through opening 28 becomes the smallest. As aresult, the damping force to be created in response to bounding andrebounding motion of the piston, become the smallest.

Namely, by establishing the magnetic field in the electromagnets 174 and180 in the y direction in FIG. 6, the south pole (S pole) is formed atthe side adjacent the permanent magnets 164 and 166. On the other hand,the permanent magnets 164 and 166 have north poles (N poles) at the sideadjacent the stator 110. Therefore, the N poles of the permanent magnets164 and 166 are drawn to the S poles of the electromagnets 174 and 180as energized.

When the mode selector switch 198 is operated to select the MEDIUM modeposition, the MEDIUM mode contactor 220 is shifted to the conductiveposition to establish electric connection between the power source andthe MEDIUM mode terminal 214 to supply the electric power to theelectromagnets 176 and 182. Therefore, the electromagnets 176 and 182are energized to generate magnetic fields in the direction y for drawingthe permanent magnets 164 and 166. By this magnetical drawing force, therotor assembly 108 is rotated to the angular position to place thepermanent magnets in vertical alignment with the electromagnets 176 and182. This rotor position corresponds to the MEDIUM mode position of therotary valve member 66. At the MEDIUM mode position, one group of theorifices 68 having the intermediate path area are aligned with theorifices 64 of the piston rod 26. Therefore, flow resistance for theworking fluid passing through the orifices 64 and the larger diametersection 62 of the through opening 28 becomes the intermediate betweenthat in the HARD mode and SOFT mode. As a result, the damping force tobe created in response to bounding and rebounding motion of the pistonbecomes intermediate.

When the mode selector switch 198 is operated to select the HARD modeposition, the HARD mode contactor 222 is shifted to the conductiveposition to establish electric connection between the power source andthe HARD mode terminal 216 to supply the electric power to theelectromagnets 178 and 184. Therefore, the electromagnets 178 and 184are energized to generate magnetic fields in the direction y for drawingthe permanent magnets 164 and 166. By this magnetical drawing force, therotor assembly 108 is rotated to the angular position to place thepermanent magnets in vertical alignment with the electromagnets 178 and184. This rotor position corresponds to the HARD mode position of therotary valve member 66. At the HARD mode position, one group of theorifices 68 having the smallest path area area aligned with the orifices64 of the piston rod 26. Therefore, flow resistance for the workingfluid passing through the orifices 64 and the larger diameter section 62of the through opening 28 becomes the greatest. As a result, the dampingforce to be created in response to bounding and rebounding motion of thepiston, become the greatest.

As will be appreciated herefrom, by the arrangement of the shownembodiment, the electromagnets and the permanent magnets are arranged invertically spaced relationship. This arrangement clearly reduces planararea to be occupied by the actuator 100.

FIGS. 7 and 8 shows another embodiment of the actuator for the variabledamping force shock absorber. FIG. 7 shows a circuit diagram showing thesecond embodiment of the actuator 100 to drive the rotary valve member66 via the output rod 106 and the actuation rod 70. In this embodiment,the rotor assembly 108 is composed of the rotor support shaft 150, apair of primary permanent magnets 164 and 166, and a pair of auxiliarypermanent magnets 260 and 262. The auxiliary permanent magnets 260 and262 are magnetized to form the magnetic fields in a direction oppositeto the direction of the magnetic fields formed by the primary permanentmagnets 164 and 166. Namely, in the shown embodiment, the primarypermanent magnets 164 and 166 are magnetized to have N poles at the sideadjacent the stator 110 to form the upwardly directed (x₁ direction)magnetic fields, as shown in FIG. 8. On the other hand, the auxiliarypermanent magnets 260 and 262 are magnetized to have N poles at the sideremote from the stator to form downwardly directed (x₂ direction)magnetic fields.

The primary and auxiliary permanent magnets 164, 166, 260 and 262 arearranged with a regular interval and in radially synmetricalarrangement. Namely, the primary permanent magnets 164 and 166 arearranged radially synmetrical arrangement by aligning the center axesthereof. On the other hand, the auxiliary permanent magnets 260 and 262are arranged in radially synmetric arrangement by aligning the centeraxes thereof, which center axes of the auxiliary permanent magnets lieperpendicular to the center axes of the primary permanent magnets 164and 166.

In this embodiment, six electromagnets 264, 266, 268, 270 and 272 areregularly arranged on the stator 110. Similarly, the electromagnets 264,266, 268, 270, 272 and 274 are separated into three pairs 264 and 270,266 and 272, and 268 and 274 respectively corresponds to the angularpositions of the rotor assembly 108 corresponding to SOFT, MEDIUM, HARDpositions of the rotary valve member 66. Respective pairs ofelectromagnets 264 and 270, 266 and 272, and 268 and 274 are connectedto input terminals 276, 278 and 280. On the other hand, the pairs ofelectromagnets 264 and 270, 266 and 272, and 268 and 274 are commonlyconnected to the conductive member of the vehicle body for groundingThat is, the electromagnets 264, 266 and 268 have one terminals 282,284, 286 respectively connected to the input terminals 276, 278 and 280.On the other hand, one terminals 288, 290 and 292 of the electromagnets270, 272 and 274 are connected to the ground via a common grounding line294. The other terminals 286, 298 and 300 of the electromagnets 264, 266and 268 are connected to the other terminals 302, 304 and 306 of theelectromagnets 270, 272 and 274.

The input terminals 276, 278 and 280 of the actuators are connected tooutput terminals 308, 310 and 312 of a mode selector switch assembly 314which includes a SOFT mode contactor 316, a MEDIUM mode contactor 318and a HARD mode contactor 320. These contactors 316, 318 and 320 areformed as normally open contacts normally biased away from powerterminals 322, 324 and 326 respectively corresponding the the SOFT mode,MEDIUM mode and HARD mode contactors 316, 318 and 320. There powerterminals 322, 324 and 326 are connected to the power source includingthe vehicular battery 200, the main switch 202 and the fuse 204.

With the foregoing construction, when mode selector switch assembly 314is manually operated to select one of the SOFT, MEDIUM and HARD modes,the corresponding one of pairs of electromagnets 264 and 270, 266 and272 or 268 and 274 are energized to generate magnetic fields in upwarddirection y. Namely, the electromagnets 264 and 270, 266 and 272 or 268and 274 as energized form N pole at the side remote from the rotor and Spole at the side adjacent the rotor. Therefore, the primary permanentmagnets 164 and 166 having N pole adjacent the electromagnets are drawnto be vertically aligned with the energized electromagnets 264 and 270,266 and 272 or 268 and 274. On the other hand, the auxiliary permanentmagnets 260 and 262 having S pole adjacent the stator repulse againstthe magnetic fields formed around the energized electromagnets 264 and270, 266 and 272 or 268 and 274. This repulsion force generated betweenthe auxiliary permanent magnets 260 and 262 and the energizedelectromagnets serves for driving the rotor 108 at the positioncorresponding to the designed one of the SOFT, MEDIUM and HARD modes.

FIGS. 9 and 10 show the third embodiment of the rotary actuatoraccording to the invention. FIG. 9 shows a circuit diagram showing thethird embodiment of the actuator 100 to drive the rotary valve member 66via the output rod 106 and the actuation rod 70. In this embodiment, therotor assembly 108 is composed of the rotor support shaft 150, a pair ofprimary permanent magnets 164 and 166, and a pair of auxiliary permanentmagnets 330 and 332. The auxiliary permanent magnets 330 and 332 aremagnetized to form the magnetic fields in a direction opposite to thedirection of the magnetic fields formed by the primary permanent magnets164 and 166. Namely, in the shown embodiment, the primary permanentmagnets 164 and 166 are magnetized to have N poles at the side adjacentthe stator 110 to form the upwardly directed (x₁ direction) magneticfields, as shown in FIG. 10. On the other hand, the auxiliary permanentmagnets 330 and 332 are magnetized to have N poles at the side remotefrom the stator to form downwardly directed (x₂ direction) magneticfields.

The primary and auxiliary permanent magnets 164, 166, 330 and 332 arearranged with a regular interval and in radially synmetricalarrangement. Namely, the primary permanent magnets 164 and 166 arearranged radially synmetrical arrangement by aligning the center axesthereof. On the other hand, the auxiliary permanent magnets 330 and 332are arranged in radially synmetric arrangement by aligning the centeraxes thereof, which center axes of the auxiliary permanent magnets lieperpendicular to the center axes of the primary permanent magnets 164and 166.

In this embodiment, six electromagnets 334, 336, 338, 340, 342 and 344are regularly arranged on the stator 110. Similarly to the foregoingembodiments, the electromagnets 334, 336, 338, 340, 342 and 344 areseparated into three pairs 334 and 340, 336 and 342, and 338 and 344respectively corresponds to the angular positions of the rotor assembly108 corresponding to SOFT, MEDIUM, HARD positions of the rotary valvemember 66.

The electromagnets 334, 336, 338, 340, 342 and 344 respectively have twoterminals 346, 348; 350, 352; 354, 356; 358, 360; 362, 364; and 364 and366. The terminals 346 of the electromagnet 334, the terminal 350 of theelectromagnet 336 and the terminal 354 of the electromagnet 338 arerespectively connected to input terminals 370, 372 and 374. On the otherhand, terminal 348 of the electromagnet 334 is connected to the terminal358 of the electromagnet 340. The terminal 352 of the electromagnet 336is connected to the terminal 362 of the electromagnet 342. The terminal356 of the electromagnet 336 is connected to the terminal 366 of theelectromagnet 344. On the other hand, the terminals 360, 364 and 368 arecommonly connected to a junction 376.

Therefore, as explanatory illustrated in FIG. 11, the three pairs ofelectromagnets 334 and 340, 336 and 342, and 338 and 344 are connectedat the junction 376 in common.

The input terminals 370, 372 and 374 of the actuators are connected tooutput terminals 378, 380 and 382 of a mode selector switch assembly 384which includes a SOFT mode contactor 386, a MEDIUM mode contactor 388and a HARD mode contactor 390. These contactors 386, 388 and 390 arenormally biased toward grounding terminals 392, 394 and 396 so that theoutput terminals 378, 380 and 382 of the mode selector switch assembly384 is normally connected to the ground. On the other hand, the modeselector switch assembly 384 has power terminals 398, 400 and 402respectively corresponding the the SOFT mode, MEDIUM mode and HARD modecontactors 386, 388 and 380. There power terminals 398, 400 and 402 areconnected to the power source including the vehicular battery 200, themain switch 202 and the fuse 204.

With the foregoing construction, when mode selector switch assembly 314is manually operated to select one of the SOFT, MEDIUM and HARD modes,the corresponding one of pairs of electromagnets 334 and 340, 336 and342 or 338 and 344 are energized to generate magnetic fields in upwarddirection y. Namely, the electromagnets 334 and 340, 336 and 342 or 338and 344 as energized form N pole at the side remote from the rotorassembly and S pole at the side adjacent the rotor assembly and wherebygenerate magnetic field in the upward direction z₁. On the other hand,remaining two pairs of electromagnets are also energized in the shownembodiment to form N pole adjacent the rotor assembly and S pole at theside remote from the rotor assembly to generate the magnetic field indownward direction z₂, as shown in FIG. 10. Therefore, the primarypermanent magnets 164 and 166 having N pole adjacent the electromagnetsare drawn to be vertically aligned with the electromagnets 334 and 340,336 and 342 or 338 and 344 having the S pole adjacent the rotorassembly. On the other hand, the auxiliary permanent magnets 330 and 332having S pole adjacent the stator repulse against the magnetic fieldsformed around the S pole of the electromagnets 334 and 340, 336 and 342or 338 and 344 formed adjacent to the stator assembly and drawn by the Npole formed in the other two pairs of electromagnets. These repulsionforce and drawing force of the electromagnets having N pole adjacent thestator assembly serve for driving the rotor 108 at the positioncorresponding to the designed one of the SOFT, MEDIUM and HARD modes.

Since the aforementioned third embodiment is directed to three-waydamping force adjustable shock absorber, the coils of the electromagnetsare connected as shown in FIG. 11, it would be modify the connection ofthe electromagnets according to the variation steps of the dampingforces. For instance, FIG. 12 shows electromagnet connection for two-wayadjustable damping force shock absorber, in which electromagnets A and Bare respectivelt connected to the input terminals a and b and commonlyconnected to the ground via a junction J, and FIG. 13 showselectromagnet connection for four-way adjustable damping force shockabsorber, in which electromagnets A, B C and D are respectiveltconnected to the input terminals a, b, c and d and commonly connected tothe ground via a junction J.

FIG. 14 shows the fourth embodiment of the actuator circuit of therotary actuator of the present invention. Similarly to the foregoingembodiments, the rotor assembly is provided with primary permanentmagnets 164 and 166 and auxiliary permanent magnets 410 and 412. Threepairs of electromagnets 414 and 420, 416 and 422, and 418 and 424 areprovided in the stator assembly. The electromagnets 414, 416, 418, 420,422 and 424 have terminals 426, 428; 430, 432; 434, 436; 438, 440; 442,444; and 446, 448. The terminals 426 and 438 of the electromagnets 414and 420 are connected to an input terminal 452 via a junction 450.Similarly the terminals 430 and 442 of the electromagnets 416 and 422are connected to an input terminal 456 via a junction 454. Furthermore,the terminals 434 and 446 of the electromagnets 418 and 424 areconnected to an input terminal 460 via a junction 458. On the otherhand, the terminals 428, 432, 436, 440, 444 and 448 of theelectromagnets 414, 416, 418, 420, 422 and 424 are connected to a commonline 455.

The input terminals 452, 456 and 460 of the actuators are connected tooutput terminals 470, 472 and 474 of a mode selector switch assembly 462which includes a SOFT mode contactor 464, a MEDIUM mode contactor 466and a HARD mode contactor 468. These contactors 464, 466 and 468 arenormally biased toward grounding terminals 476, 478 and 480 so that theoutput terminals 470, 472 and 474 of the mode selector switch assembly462 is normally connected to the ground. On the other hand, the modeselector switch assembly 384 has power terminals 482, 484 and 486respectively corresponding the the SOFT mode, MEDIUM mode and HARD modecontactors 464, 466 and 468. There power terminals 482, 484 and 486 areconnected to the power source including the vehicular battery 200, themain switch 202 and the fuse 204.

With the circuit construction set forth above, substantially the sameelectromagnets' operation to that of the foregoing thrid embodiment canbe obtained.

In addition, though the shown embodiments have been directed to theshock absorbers whose damping modes are manually selected throughmanually operable mode selector switch assemblies, it would be possibleto select the damping mode automatically depending upon the vehicledriving condition, such as road roughness, vehicular rolling magnitude,vehicular pitching magnitude and so forth.

As will be appreciated herefrom, the present invention fulfills all ofthe objects and advantages sought therefore.

While the present invention has been disclosed in terms of the preferredembodiment in order to facilitate better understanding of the invention,it should be appreciated that the invention can be embodied in variousways without departing from the principle of the invention. Therefore,the invention should be understood to include all possible embodimentsand modifications to the shown embodiments which can be embodied withoutdeparting from the principle of the invention set out in the appendedclaims.

What is claimed is:
 1. A variable damping force shock absorber for anautomotive suspension system, comprising:a shock absorber cylinderdefining a fluid chamber therein, which shock absorber cylinder isdisposed between sprung mass and unsprung mass of the automotivesuspension system; a piston disposed within said fluid chamber of saidshock absorber cylinder and dividing said fluid chamber into upper firstand lower second pressure chambers; a piston rod connecting said pistonto one of said sprung and unsprung mass for causing thrusting movementalong said shock absorber cylinder; fluid communication path meansdefining a fluid communication path for establishing fluid communicationbetween said first and second pressure chambers; a rotary valve memberdisposed within said fluid communication path for adjusting path area ofsaid fluid communication path for whereby adjusting dampingcharacteristics of said shock absorber; an actuator drivingly associatedwith said rotary valve for rotatingly drive said rotary valve member forvarying damping characteristics, said actuator including a rotorassembly having a permanent magnet establishing a magnetic fieldincluding a axial component directed in first axial directionsubstantially parallel to the axis of said piston rod, and a statorassembly having a plurality of electromagnets arranged in opposition tosaid rotor assembly and axially spaced position, said electromagnetsbeing circumferentially arranged at angular positions respectivelycorresponding to the predetermined positions of said rotary value forpredetermined damping characteristics, said electromagnets generatingmagnetic field as energized to have a component directed in said firstdirection for drawing said permanent magnet for driving said rotaryvalve at one of predetermined angular position; and a mode selectormeans associated with said actuator, for selecting one of a plurality ofdamping characteristics modes and for selectively energizing one of saidelectromagnets corresponding to selected one of damping characteristicsmodes.
 2. A variable damping force shock absorber as set forth in claim1, wherein said actuator is mounted at the top of said piston rod andfixed onto a top wall of a strut housing of a vehicle body as saidsprung mass.
 3. A variable damping force shock absorber as set forth inclaim 2, wherein said rotary valve member is rotatingly operable forvarying angular position at least between a first dampingcharacteristics mode position for generating a harder damping force anda second damping characteristics mode position for generating a softerdamping force.
 4. A variable damping force shock absorber as set forthin claim 3, wherein said stator asesmbly is provided with at least firstand second electromagnets respectively connected to said mode selectormeans to be selectively energized when corresponding one of first andsecond damping characteristics mode is selected through said modeselector means, said first and second electromagnets being arrangedcircumferentially at mutually different first and second angularpositions respectively corresponding to said first and second dampingcharacteristics mode positions.
 5. A variable damping force shockabsorber as set forth in claim 3, wherein said communication path meanscomprises means for defining an axially extending opening through saidpiston rod, which axially extending opening opens toward said secondpressure chamber, and means for defining a radially extending orificethrough the peripheral wall of said piston rod and having outer endopening toward said first pressure chamber and inner end opening towardsaid axially extending opening, and said rotary valve has first andsecond flow control orifices respectively oriented to be aligned to saidradially extending orifice at said first and second dampingcharacteristics mode positions for establishing fluid communicationbetween said radially extending orifice and said axially extendingopening, said first and second flow control orifices being provideddifferent fluid path area.
 6. A variable damping force shock absorber asset forth in claim 5, wherein said stator assembly is provided with atleast first and second electromagnets respectively connected to saidmode selector means to be selectively energized when corresponding oneof first and second damping characteristics mode is selected throughsaid mode selector means, said first and second electromagnets beingarranged circumferentially at mutually different first and secondangular positions respectively corresponding to said first and seconddamping characteristics mode positions.
 7. A variable damping forceshock absorber as set forth 6, wherein said piston defines fluid flowpath providing primary working fluid communication between said firstand second pressure chambers of said shock absorber cylinder.
 8. Avariable damping force shock absorber as set forth in claim 7, whereinsaid communication path means defines said communication path bypassingsaid fluid flow path.
 9. A variable damping force shock absorber as setforth in claim 8, wherein said piston defines first and second fluidflow path and has first and second one-way flow control valves, saidfirst flow control valve establishing fluid flow through said firstfluid flow path and blocking fluid flow through said second fluid flowpath in the piston bounding stroke, and said second flow control valveestablishing fluid flow through said second fluid path and blockingfluid flow through said first fluid flow path in the piston reboundingstroke.
 10. A variable damping force shock absorber as set forth 1,wherein said piston defines fluid flow path providing primary workingfluid communication between said first and second pressure chambers ofsaid shock absorber cylinder.
 11. A variable damping force shockabsorber as set forth in claim 10, wherein said communication path meansdefines said communication path bypassing said fluid flow path.
 12. Avariable damping force shock absorber as set forth in claim 11, whereinsaid piston defines first and second fluid flow path and has first andsecond one-way flow control valves, said first flow control valveestablishing fluid flow through said first fluid flow path and blockingfluid flow through said second fluid flow path in the piston boundingstroke, and said second flow control valve establishing fluid flowthrough said second fluid path and blocking fluid flow through saidfirst fluid flow path in the piston rebounding stroke.
 13. A variabledamping force shock absorber as set forth in claim 1, wherein saidactuator comprises:a rod member connected to said rotary valve memberfor rotation therewith; said rotor assembly including said permanentmagnet having a first pole at first side and a second pole at secondside thereof for generating said magnetic field, said permanent magnetbeing associated with said rod member for rotatingly drive the latteraccording to angular displacement thereof; and said stator assemblyprovided essentially in alignment with said rotor assembly along theaxis of said rod member and opposing to said first side of saidpermanent magnet, said stator assembly including said electromagnetswhich are arranged at axially spaced apart relationship with saidpermanent magnet with a predetermined clearance in a direction of theaxis of said rod member, each of said electromagnets being adapted to beenergized to have said second pole at the side adjacent said permanentmagnet and said first pole at the side remote from said permanentmagnet.
 14. A rotary actuator as set forth in claim 13, wherein saidrotor assembly includes a plurality of permanent magnets respectivelyhaving first poles at said first sides and second poles at said secondsides, and said electromagnets of said stator assembly form groups, saidelectromagnets in each group being oriented at angular positions to beplaced in alignment with the corresponding one of permanent magnets whenone of the permanent magnets in the same group is axially aligned withone of said permanent magnets.
 15. A rotary actuator as set forth inclaim 14, wherein said groups of electromagnets are respectivelyarranged at predetermined angular positions corresponding to the desiredangular positions of said rotatable member.
 16. A rotary actuator as setforth in claim 13, wherein said rotor assembly further comprises anauxiliary permanent magnet having said second pole at its first side andsaid first pole at its second side, said auxiliary permanent magnetbeing arranged at the angular position circumferentially shifted fromsaid permanent magnet having first pole at said first side and secondpole at said second side for creating rotational torque for driving saidrotatable member via said rod member by repulsion between the secondpole of said first side thereof and said second pole of the energizedelectromagnet.
 17. A rotary actuator as set forth in claim 13, whereinsaid electromagnets are designed to be controlled electric current flowdirection by said switch means in such a manner that when one of saidelectromagnets is energized to form said second pole at the sideadjacent said rotor assembly and first pole at the side remote from saidrotor assembly, the other electromagnet located adjacent said one ofelectromagnets is energized to have first pole at the side adjacent saidrotor assembly and second pole at the side remote from said rotorassembly.
 18. A rotary actuator as set forth in claim 17, wherein eachof said electromagnets are connected to an electric power source viasaid switch means at one terminal and are commonly connected to theground at the other terminal.